CN114830206A

CN114830206A - Driving support device and driving support program

Info

Publication number: CN114830206A
Application number: CN202080087324.7A
Authority: CN
Inventors: 土田宪生; 楠本直纪; 手塚雄贵
Original assignee: Denso Corp; Toyota Motor Corp
Current assignee: Denso Corp; Toyota Motor Corp
Priority date: 2019-12-17
Filing date: 2020-12-04
Publication date: 2022-07-29
Also published as: JP7380171B2; WO2021124931A1; US20220306108A1; DE112020006184T5; JP2021096617A

Abstract

The present invention provides a driving assistance device, including: a determination unit (S130, S150) that determines whether or not an object is located inside a predetermined region (R1, R3) that is a predetermined range in front of a vehicle (1) in a stopped state when a preceding vehicle (2) in front of the vehicle starts moving; and a driving assistance unit (S180, S190) that maintains the stopped state of the vehicle when an object (91, 93) is located inside the predetermined area when the preceding vehicle starts.

Description

Driving support device and driving support program

Cross Reference to Related Applications

The present application is based on japanese patent application No. 2019-227097, applied at 11/17/2019, the contents of which are incorporated by reference.

Technical Field

The present disclosure relates to a driving assistance device and a driving assistance program.

Background

Conventionally, as described in patent document 1, a driving assistance device that assists a start of a vehicle is known.

Patent document 1 Japanese patent application laid-open No. 2010-250652

Disclosure of Invention

According to the studies by the inventors, when the vehicle is automatically started in response to the start of the preceding vehicle, the vehicle may collide with an object due to an environmental change around the vehicle such as a pedestrian crossing in front of the vehicle. An object of the present disclosure is to provide a driving assistance device and a driving assistance program that can avoid a collision between a vehicle and an object.

According to one aspect of the present disclosure, a driving assistance device includes: a determination unit that determines whether or not an object is located inside a predetermined area, which is a predetermined range in front of a vehicle in a stopped state, when a preceding vehicle starts moving in front of the vehicle; and a driving assistance unit that maintains the stopped state of the vehicle when the object is located inside the predetermined area when the preceding vehicle starts.

From another viewpoint, the driving assistance program causes the driving assistance apparatus to function as: a determination unit that determines whether or not an object is located inside a predetermined area, which is a predetermined range in front of a vehicle in a stopped state, when a preceding vehicle starts moving in front of the vehicle; and a driving assistance unit that maintains a stopped state of the vehicle when the object is located inside the predetermined area when the preceding vehicle starts.

Thereby, collision of the vehicle with the object can be avoided.

Note that the parenthesized reference numerals attached to the respective components and the like indicate an example of the correspondence relationship between the components and the like and the specific components and the like described in the embodiment described later.

Drawings

Fig. 1 is a configuration diagram of an in-vehicle system using a driving assistance device according to an embodiment.

Fig. 2 is a flowchart showing a process of the driving assistance apparatus.

Fig. 3 is a diagram showing the start of the preceding vehicle.

Fig. 4 is a diagram when an object is located within a prescribed area.

Fig. 5 is a diagram when an object approaches a predetermined area.

Fig. 6 is a diagram when an object approaches a predetermined area.

Fig. 7 is a diagram when an object is located within a prescribed area.

Fig. 8 is a diagram of a case where the signal lamp is located in a predetermined area.

Fig. 9 is a diagram when the crossing is located in a predetermined area.

Fig. 10 is a diagram when the size of the predetermined area is changed.

Fig. 11 is a diagram when the shape of the predetermined region is changed.

Fig. 12 is a diagram when an object is located within a predetermined area.

Fig. 13 is a diagram of a traffic light located in a predetermined area.

Detailed Description

Hereinafter, embodiments will be described with reference to the drawings. In the following embodiments, the same reference numerals are given to the same or equivalent portions, and the description thereof will be omitted.

The driving assistance device 70 of the present embodiment is applied to the in-vehicle system 5 of the vehicle 1 to assist the start of the vehicle 1. First, the in-vehicle system 5 will be explained.

As shown in fig. 1, the in-vehicle system 5 includes a periphery monitoring sensor 10, a vehicle state sensor 20, a self-position estimation sensor 30, a communicator 40, an input operation unit 50, a DSM60, a driving assistance device 70, an engine ECU80, and a brake ECU 90. In addition, DSM is an abbreviation of Driver Status Monitor.

The periphery monitoring sensor 10 outputs a signal corresponding to the environment around the vehicle 1 to a driving assistance device 70 described later. Specifically, the periphery monitoring sensor 10 includes a sun sensor 11, a road surface condition sensor 12, an image sensor 13, and a probe wave transmitting/receiving unit 14.

The insolation sensor 11 outputs a signal corresponding to the amount of insolation Ms from outside the vehicle 1 to the driving assistance apparatus 70.

The road surface condition sensor 12 acquires a road surface image captured by a camera, the magnitude of vibration of tires of the vehicle 1, the incident/reflection angle of near infrared light irradiated to the road surface on which the vehicle 1 is located, and the like. Based on these pieces of information, the road surface condition sensor 12 outputs a signal corresponding to the road surface condition of the road on which the vehicle 1 is located to the driving assistance device 70.

The image sensor 13 has a camera, and captures images of the front, rear, and side of the vehicle 1. The image sensor 13 outputs the captured camera image to the driving assistance device 70, and outputs information such as the type of an obstacle around the vehicle 1 to the driving assistance device 70 based on the captured image.

The probe wave transceiver 14 transmits probe waves such as millimeter waves, sonar, and infrared rays to an object in front of the vehicle 1. The probe wave transmitting/receiving unit 14 receives the probe wave reflected by the object. Then, the probe wave transmitting/receiving unit 14 outputs a signal corresponding to the relative speed and relative position of the object in front of the vehicle 1 to the driving assistance device 70 based on the information obtained from the probe wave.

The vehicle state sensor 20 outputs a signal corresponding to the running state of the vehicle 1 to the driving assistance device 70. Specifically, the vehicle state sensor 20 includes a vehicle speed sensor 21 and a steering angle sensor 22.

The vehicle speed sensor 21 outputs a signal corresponding to the speed of the vehicle 1 to the driving assistance device 70.

The steering angle sensor 22 outputs a signal corresponding to a steering angle θ c based on a steering operation of the vehicle 1 to the driving assist device 70.

The self-position estimation sensor 30 outputs information on the position of the vehicle 1 and the like to the driving assistance device 70. Specifically, the self-position estimation sensor 30 includes a GNSS receiver 31, an inertial sensor 32, and a map database 33.

The GNSS receiver 31 is a GPS receiver or the like, and receives positioning signals from a plurality of artificial satellites. The inertial sensor 32 includes, for example, a gyro sensor and an acceleration sensor, and detects an inertial force generated in the vehicle 1. Then, the self-position estimation sensor 30 outputs a signal corresponding to the position of the vehicle 1 to the driving assistance device 70 based on the positioning signal received by the GNSS receiver 31 and the detection result of the inertial sensor 32.

The map database 33 is a nonvolatile memory and stores map information such as link data, node data, and road shape data as a high-precision map. The data of the road shape includes data such as height, lateral gradient, longitudinal gradient, and number of lanes. The data such as the height, the lateral gradient, the longitudinal gradient, and the number of lanes are classified at least by the location on the road, for example, by the observation point of the map data.

The communicator 40 receives infrastructure information from infrastructure devices disposed on roads. The infrastructure information includes, for example, position information of the traffic light 94 shown in fig. 8, position information of the crossing 95 shown in fig. 9, signal cycle information, crossing information, and the like. The signal cycle information includes, for example, information on lighting times of green, yellow, and red lights, information on lighting times of arrow lamps for instructing a right turn or the like, information on a currently-lit signal and elapsed time from the lighting of the signal, and the like. The crossing information includes, for example, information related to opening of a disconnecting gate of the crossing 95 several seconds later. Here, the communicator 40 receives other vehicle information, which is information related to the acceleration operation state, the brake operation state, the speed, the acceleration, and the like of the other vehicle, by performing inter-vehicle communication with the other vehicle located in the vicinity of the vehicle 1. The communicator 40 outputs the received infrastructure information and other vehicle information to the driving assistance device 70.

The input operation unit 50 is operated by the driver of the vehicle 1 to output a signal indicating each operation setting to the driving assistance device 70. Specifically, the input operation unit 50 includes a wiper switch 51, a winker switch 52, and an ACC switch 53.

The wiper switch 51 drives a wiper, not shown, of the vehicle 1 by an on and off operation performed by a driver of the vehicle 1.

The turn signal switch 52 turns on the left and right turn signals, not shown, of the vehicle 1 by on and off operations performed by the driver of the vehicle 1.

The ACC switch 53 executes a program of a driving assistance device 70 described later in accordance with on and off operations performed by the driver of the vehicle 1. In addition, ACC is an abbreviation of Adaptive Cruise Control.

DSM60 is a device that infers the state of the driver of vehicle 1. The DSM60 has, for example, a camera, which photographs the face of the driver of the vehicle 1. Also, the DSM60 outputs the face image to the driving assistance device 70, and outputs information relating to the state of the driver, such as the line of sight of the driver in the vehicle 1, to the driving assistance device 70 based on the face image.

The driving support device 70 is mainly configured by a microcomputer or the like corresponding to the determination unit, the driving support unit, and the area changing unit, and includes a CPU, a ROM, a RAM, a flash memory, an I/O, a bus connecting these components, and the like. The driving assistance device 70 outputs command signals to an engine ECU80 and a brake ECU90, which will be described later, when executing programs stored in a ROM of the driving assistance device 70.

Engine ECU80 is mainly composed of a microcomputer or the like, and includes a CPU, a ROM, a RAM, a flash memory, an I/O, a bus connecting these components, and the like. Engine ECU80 controls an engine, not shown, of vehicle 1 based on a signal from driving support device 70 when executing a program stored in ROM of engine ECU 80.

The brake ECU90 is mainly composed of a microcomputer or the like, and includes a CPU, a ROM, a RAM, a flash memory, an I/O, a bus connecting these components, and the like. When executing the program stored in the ROM of the brake ECU90, the brake ECU90 controls a brake system, not shown, of the vehicle 1 based on a signal from the driving assistance device 70.

The in-vehicle system 5 is configured as described above. Here, the vehicle 1 is automatically started in response to the start of the front vehicle 2 stopped in front of the vehicle 1 by the processing of the driving assistance device 70 of the in-vehicle system 5.

Next, the processing of the driving assistance device 70 will be described with reference to the flowchart of fig. 2. Here, when the ACC switch 53 is turned on, the gear shift stage of the vehicle 1 is the D range, the vehicle 1 is stopped, and the stopped preceding vehicle 2 is detected, the drive assist device 70 executes the program stored in the ROM of the drive assist device 70. The detection of the front vehicle 2 is detected by the periphery monitoring sensor 10 from another vehicle located in a predetermined range in front of the vehicle 1, for example.

In step S100, the driving assistance device 70 acquires various information from the periphery monitoring sensor 10, the vehicle state sensor 20, the own position estimation sensor 30, the communicator 40, the input operation unit 50, and the DSM 60. For example, the driving assistance device 70 acquires the relative position and the relative speed Vr of the preceding vehicle 2 with respect to the vehicle 1, and the relative position and the relative speed of an object different from the preceding vehicle 2 from the probe wave transmitting/receiving unit 14. In addition, the driving assistance device 70 acquires the camera image captured by the image sensor 13 from the image sensor 13. The driving assistance device 70 acquires the state of the driver of the vehicle 1 such as the line of sight from the DSM 60. In addition, the driving assistance apparatus 70 acquires the solar radiation amount Ms from the outside of the vehicle 1 from the solar radiation sensor 11. Then, the driving assistance device 70 acquires the road surface state of the road on which the vehicle 1 is located from the road surface state sensor 12. In addition, the driving assist device 70 acquires the steering angle θ c of the vehicle 1 from the steering angle sensor 22. Then, the driving assistance device 70 acquires road information of the road on which the vehicle 1 is located from the own-position estimation sensor 30. In addition, the driving assistance device 70 acquires the on and off of the wiper switch 51 and the on and off of the winker switch 52 from the input operation portion 50.

Next, in step S110, the driving assistance device 70 determines whether or not the preceding vehicle 2 in the stopped state starts to move. Here, for example, the driving assistance device 70 determines whether or not the preceding vehicle 2 located in front of the vehicle 1 starts based on the change in the relative speed Vr of the preceding vehicle 2 with respect to the vehicle 1 acquired in step S100. Here, since both the vehicle 1 and the preceding vehicle 2 are stopped, the relative speed Vr of the preceding vehicle 2 with respect to the vehicle 1 is zero. Therefore, when the relative speed Vr of the preceding vehicle 2 with respect to the vehicle 1 starts to change from zero, the driving assistance device 70 determines that the preceding vehicle 2 starts to move as shown in fig. 3. After that, the process proceeds to step S120. When the relative speed Vr of the preceding vehicle 2 with respect to the vehicle 1 does not change from zero, the driving assistance device 70 determines that the preceding vehicle 2 is not starting to move. After that, the process moves to step S190.

Next, in step S120, the driving assistance device 70 calculates a first predetermined region R1, a second predetermined region R2, a third predetermined region R3, a fourth predetermined region R4, and a fifth predetermined region R5, which are used in the processing described later. The first predetermined region R1, the second predetermined region R2, the third predetermined region R3, the fourth predetermined region R4, and the fifth predetermined region R5 are predetermined ranges indicated by a distance from the front end of the vehicle 1 to the front of the vehicle 1 and a distance in the width direction of the vehicle 1, respectively. Details of the first predetermined region R1, the second predetermined region R2, the third predetermined region R3, the fourth predetermined region R4, and the fifth predetermined region R5 will be described later. Here, the driving assistance device 70 changes the size of each of the calculated predetermined regions R1, R2, R3, R4, and R5 based on the line of sight of the driver of the vehicle 1, the weather, the road surface state of the road on which the vehicle 1 is located, and the road information. The driving assistance device 70 changes the shape of each of the calculated predetermined regions R1, R2, R3, R4, and R5 based on the steering angle θ c and the on and off of the winker switch 52. The details of the changes in the size and shape of each of the predetermined regions R1, R2, R3, R4, and R5 performed by the driving assistance device 70 will be described later.

In step S130 following step S120, since the preceding vehicle 2 starts to move, the driving assistance device 70 determines whether the first moving object 91 is located within the first predetermined region R1 in order to determine whether the vehicle 1 can automatically move to move following the preceding vehicle 2. Here, the first moving object 91 is a moving object different from the front vehicle 2. Here, as shown in fig. 4, the first width W1, which is the width of the first predetermined region R1, is calculated as the lane width Wc, which is the width of the lanes 4 of the road on which the vehicle 1 is located, for example, by the driving assistance device 70. The first length L1, which is the length of the first predetermined region R1, is calculated by the driving assistance device 70, for example, to be about 15m from the time the driver of the vehicle 1 depresses the brake pedal to the time the vehicle 1 stops after the automatic start of the vehicle 1. The first predetermined region R1 is a rectangular area defined by the first width W1 and the first length L1. Here, the center of the side on the vehicle 1 side in the first predetermined region R1 coincides with the center of the front end of the vehicle 1. In fig. 4, the first predetermined region R1 is indicated by a two-dot chain line.

Further, for example, here, the driving assistance device 70 determines whether or not the first moving object 91 is located within the first predetermined area R1 based on the relative position of the first moving object 91 acquired in step S100. Specifically, the distance from the front end of the vehicle 1 to the rear end of the first moving object 91 in front of the vehicle 1 is the first length L1 or less, and the distance from the center of the front end of the vehicle 1 to the first moving object 91 in the width direction of the vehicle 1 is half or less of the first width W1. At this time, since the first moving object 91 is located within the first predetermined region R1, the process proceeds to step S190. In addition, the case where the distance from the front end of the vehicle 1 to the rear end of the first traveling object 91 in front of the vehicle 1 is greater than the first length L1 and the case where the distance from the center of the front end of the vehicle 1 to the first traveling object 91 in the width direction of the vehicle 1 is less than half of the first width W1 are either the case. At this time, since the first moving object 91 is not located within the first predetermined area R1, the process proceeds to step S140. Here, even when a part of the object is located within the predetermined area, the object is considered to be located within the predetermined area.

In step S140 following step S130, the driving assistance device 70 determines whether or not the second moving object 92 approaches the second predetermined area R2. Here, the second moving object 92 is an object different from the front vehicle 2, and is located outside the second predetermined region R2. Here, as shown in fig. 5 and 6, the second width W2, which is the width of the second predetermined region R2, is calculated as the lane width Wc by the driving assistance device 70, for example, in the same manner as the width of the first predetermined region R1. The second length L2, which is the length of the second predetermined region R2, is calculated by the driving assistance device 70 to be equal to or less than the first length L1, for example, about 10 to 15 m. The second predetermined region R2 is a rectangular area defined by the second width W2 and the second length L2. Here, the center of the side on the vehicle 1 side in the second predetermined region R2 coincides with the center of the front end of the vehicle 1. In fig. 5 and 6, the second predetermined region R2 is indicated by a two-dot chain line.

Then, for example, the driving assistance device 70 determines whether or not the second moving object 92 approaches the second predetermined region R2 based on the relative position and the relative speed of the second moving object 92 acquired in step S100. Specifically, the driving assistance device 70 calculates the approach distance La based on the position of the second predetermined region R2 and the relative position of the second moving object 92 acquired in step S100. Here, the approach distance La is a distance from the second traveling object 92 to the end of the second predetermined region R2 in the direction in which the second traveling object 92 faces the second predetermined region R2. The driving assistance device 70 calculates the approach speed Va, which is the speed at which the second moving object 92 moves toward the second predetermined region R2, based on the relative speed of the second moving object 92 acquired in step S100. Thus, the driving assistance device 70 calculates the time to be left for collision between the second moving object 92 and the end of the second predetermined region R2, i.e., TTC _ R, by dividing the approach distance La by the approach speed Va as shown in the following relational expression (1). When the calculated TTC _ R is equal to or greater than the threshold value, the driving assistance device 70 determines that the second moving object 92 is not close to the second predetermined region R2 because the time until the second moving object 92 comes into contact with the second predetermined region R2 is relatively long. After that, the process proceeds to step S150. When the calculated TTC _ R is smaller than the threshold value, the driving assistance device 70 determines that the second moving object 92 is close to the second predetermined region R2 because the time until the second moving object 92 comes into contact with the second predetermined region R2 is relatively short. After that, the process moves to step S190. The threshold value for the TTC _ R is set, for example, according to the type of the second moving object 92, specifically, a person, another vehicle, or the like. In addition, when the second moving object 92 is not detected, the process moves to step S150.

TTC_R＝La/Va…(1)

In step S150 following step S140, the driving assistance device 70 determines whether or not the stationary object 93 is positioned in front of the preceding vehicle 2 in the third predetermined region R3. Here, as shown in fig. 7, the third width W3, which is the width of the third predetermined region R3, is calculated as the lane width Wc by the driving assistance device 70, in the same manner as the widths of the first predetermined region R1 and the second predetermined region R2. The third length L3, which is the length of the third predetermined region R3, is calculated by the driving assistance device 70 to be equal to or greater than the first length L1, and is about 20m, for example. Here, the center of the side on the vehicle 1 side in the third predetermined region R3 coincides with the center of the front end of the vehicle 1. The third predetermined region R3 is a rectangular area defined by the third width W3 and the third length L3. In fig. 7, the third predetermined region R3 is indicated by a two-dot chain line.

Then, for example, the driving assistance device 70 determines whether or not the stationary object 93 is positioned in front of the preceding vehicle 2 within the third predetermined region R3 based on the relative position of the preceding vehicle 2 and the relative position of the stationary object 93 acquired in step S100. Specifically, as shown in fig. 7, the driving assistance device 70 calculates a first relative distance Lr1, which is the distance from the front end of the vehicle 1 to the rear end of the front vehicle 2 in front of the vehicle 1. The driving assistance device 70 calculates a second relative distance Lr2, which is a distance from the front end of the vehicle 1 to the rear end of the stationary object 93 in front of the vehicle 1. Then, the driving assistance device 70 calculates the distance from the center of the front end of the vehicle 1 to the stationary object 93 in the width direction of the vehicle 1. Also, the second relative distance Lr2 is greater than the first relative distance Lr1 and is equal to or less than the third length L3, and the distance from the center of the front end of the vehicle 1 to the stationary object 93 in the width direction of the vehicle 1 is equal to or less than half the third width W3. At this time, since the stationary object 93 is positioned in front of the preceding vehicle 2 in the third predetermined region R3, the process proceeds to step S190. In addition, the second relative distance Lr2 is greater than the third length L3, and the distance from the center of the front end of the vehicle 1 to the stationary object 93 in the width direction of the vehicle 1 is greater than half the third width W3. In this case, since the stationary object 93 is not positioned in front of the preceding vehicle 2 in the third predetermined region R3, the process proceeds to step S160. Further, when the stationary object 93 is not detected, the process moves to step S160. In fig. 7, a stationary object 93 is shown in a four-wheeled automobile in a stopped state in order to facilitate understanding of the situation in fig. 7. The front vehicle 2 is represented by a two-wheeled vehicle that starts.

In step S160 following step S150, the driving assistance device 70 determines whether or not the signal lamp 94 is located within the fourth predetermined region R4. Here, the fourth width W4, which is the width of the fourth predetermined region R4, is calculated by the driving assistance device 70 to be, for example, about 30m or more, which is the width of the road on which the vehicle 1 is located. The fourth length L4, which is the length of the fourth predetermined region R4, is calculated by the driving assistance device 70 to be, for example, about 50m or more, which is the width of the road on which the vehicle 1 is located. The fourth predetermined region R4 is a rectangular area defined by the fourth width W4 and the fourth length L4. In fig. 8, the fourth predetermined region R4 is indicated by a two-dot chain line.

Further, here, for example, the driving assistance device 70 determines whether or not the signal lamp 94 is located within the fourth predetermined region R4 based on the camera image of the image sensor 13 acquired in step S100. Specifically, the driving assistance device 70 detects the traffic light 94 reflected on the camera image by comparing a template image of the traffic light 94 set in advance with an object reflected on the camera image of the image sensor 13. Thereby, the driving assistance device 70 estimates the pixel position of the signal lamp 94 in the camera image. When the traffic light 94 is not detected in the camera image, the traffic light 94 is not located in the fourth predetermined region R4, and the process proceeds to step S170.

After estimating the pixel position of the traffic light 94 in the camera image, the driving assistance device 70 converts the fourth predetermined region R4 calculated in step S120 into the fourth predetermined region R4 corresponding to the camera image. For example, the driving assistance device 70 converts the coordinates of the fourth predetermined region R4 in the three-dimensional space coordinate system into the fourth predetermined region R4 in the camera coordinate system based on a transformation matrix set in advance by an experiment or the like. When the pixel position of the traffic light 94 in the camera image is outside the fourth predetermined region R4 corresponding to the camera image, the traffic light 94 is not located within the fourth predetermined region R4, and the process proceeds to step S170.

When the pixel position of the traffic light 94 in the camera image is located within the fourth predetermined region R4 corresponding to the camera image, the driving assistance device 70 determines whether or not the lighting color of the traffic light 94 in the fourth predetermined region R4 is green. Specifically, the driving assistance device 70 determines whether or not the lighting color of the traffic light 94 in the fourth predetermined region R4 is green based on the RGB values of the brightness of the traffic light 94 in the camera image. When the lighting color of signal lamp 94 in fourth predetermined region R4 is green, the process proceeds to step S170. When the lighting color of traffic light 94 in fourth predetermined region R4 is not green, that is, is any one of red and yellow, the process proceeds to step S190.

In step S170 following step S160, the driving assistance device 70 determines whether or not the crossing 95 is located within the fifth predetermined region R5. Here, the fifth width W5, which is the width of the fifth predetermined region R5, is calculated by the driving assistance device 70 to be, for example, about 30m, which is the same value as the fourth width W4. The fifth length L5, which is the length of the fifth predetermined region R5, is calculated to be shorter than the fourth length L4, for example, by the driving assistance device 70, and is about 10 m. In fig. 9, the fifth predetermined region R5 is indicated by a two-dot chain line.

Further, here, for example, the driving assistance device 70 determines whether or not the crossing 95 is located within the fifth predetermined region R5 based on the camera image of the image sensor 13 acquired in step S100. Specifically, the driving support device 70 detects the crossing 95 reflected on the camera image by comparing a template image of the preset crossing 95 with an object reflected on the camera image of the image sensor 13. Thereby, the driving assistance device 70 estimates the pixel position of the crossing 95 in the camera image. When the crossing 95 is not detected in the camera image, the crossing 95 is not located in the fifth predetermined region R5, and the process proceeds to step S180.

Further, after estimating the pixel position of the crossing 95 in the camera image, the driving support device 70 converts the fifth predetermined region R5 calculated in step S120 into the fifth predetermined region R5 corresponding to the camera image. For example, the driving assistance device 70 converts the coordinates of the fifth predetermined region R5 in the three-dimensional space coordinate system into the fifth predetermined region R5 in the camera coordinate system based on a transformation matrix set in advance by an experiment or the like, as described above. When the pixel position of the crossing 95 in the camera image is outside the fifth predetermined region R5 corresponding to the camera image, the crossing 95 is not located within the fifth predetermined region R5, and the process proceeds to step S180. When the pixel position of the crossing 95 in the camera image is located within the fifth predetermined region R5 corresponding to the camera image, the process proceeds to step S190.

In step S180 following step S170, the driving assistance device 70 starts the vehicle 1 because the vehicle 1 can be automatically started in a relatively safe manner. Specifically, the driving assistance device 70 outputs a start signal of the vehicle 1 to the engine ECU 80. Based on this signal, the engine ECU80 drives an engine, not shown, of the vehicle 1. Thereby, the vehicle 1 is automatically started for acceleration. After that, the process ends.

In step S190, since the vehicle 1 is not in a state in which it can be automatically started with relative safety, the driving assistance device 70 maintains the stop of the vehicle 1. Specifically, the driving assistance device 70 outputs a signal to stop the vehicle 1 to the brake ECU 90. In response to this signal, the brake ECU90 controls a brake system, not shown, of the vehicle 1 to maintain the stopped state of the vehicle 1. After that, the process ends.

As described above, the vehicle 1 automatically starts in response to the start of the preceding vehicle 2 by performing the processing of the driving assistance device 70.

Next, the change of the size and the shape of each of the predetermined regions R1, R2, R3, R4, and R5 by the driving assistance device 70 will be described.

Here, the driving assistance device 70 changes the size of each of the predetermined regions R1, R2, R3, R4, and R5 based on the line of sight, weather, road surface state, and road information of the driver of the vehicle 1. Here, the normal state is when the driver of the vehicle 1 looks forward. Here, for example, when the line of sight of the driver of the vehicle 1 is directed to the side, that is, the driver as the vehicle 1 is looking elsewhere. At this time, in order to make it difficult to automatically start the vehicle 1, the driving assistance device 70 increases the size of each of the predetermined regions R1, R2, R3, R4, and R5, compared to the size in the normal state. For example, as shown in fig. 10, the driving assistance device 70 increases the first length L1 of the first predetermined region R1 so that the first predetermined region R1 becomes larger than that in the normal state.

In addition, the normal state is set to be either a case where the sunshine amount Ms is greater than the sunshine threshold value Ms _ th or a case where the wiper switch 51 is off, that is, a case where the weather is good. When the solar radiation amount Ms is equal to or less than the solar radiation threshold Ms _ th, that is, when the weather is bad, the driving assistance device 70 increases the size of each of the predetermined regions R1, R2, R3, R4, and R5 to be larger than that in the normal state, in order to make it difficult to automatically start the vehicle 1. When the wiper switch 51 is on, that is, when the weather is bad, the driving assistance device 70 increases the size of each of the predetermined regions R1, R2, R3, R4, and R5, compared to the normal state. The solar radiation threshold Ms _ th is set by experiments, simulations, and the like.

In addition, the normal state is assumed when the road surface is neither frozen nor wet. When the road surface condition is either icy or wet, that is, when the road surface condition is poor, the driving assistance device 70 makes it difficult to automatically start the vehicle 1, so that the size of each of the predetermined regions R1, R2, R3, R4, and R5 is larger than that in the normal state.

The normal state is a state in which the vehicle 1 is located on a general road other than the exclusive road for automobiles. When the vehicle 1 is located on a vehicle-only road, for example, when the vehicle 1 is located on a highway national road, the driving assistance device 70 makes the sizes of the predetermined regions R1, R2, R3, R4, and R5 smaller than those in the normal state in order to facilitate automatic start of the vehicle 1.

Here, when at least one of the above conditions is satisfied, the driving assistance device 70 changes the size of each of the predetermined regions R1, R2, R3, R4, and R5 from the normal state as described above.

The driving assistance device 70 changes the shape of each of the predetermined regions R1, R2, R3, R4, and R5 based on the steering angle θ c and the on and off of the winker switch 52.

Here, when the steering angle θ c is smaller than the steering threshold value θ c _ th, for example, when the vehicle 1 is traveling straight when starting, the normal state is assumed. When the steering angle θ c is equal to or greater than the steering threshold value θ c _ th, the driving assistance device 70 changes the shape of each of the predetermined regions R1, R2, R3, R4, and R5 from a rectangular shape, which is a shape in the normal state, to a rectangular shape along the steering direction of the vehicle 1. The steering threshold value θ c _ th is set by experiments, simulations, and the like.

When the winker switch 52 is turned on, the driving assistance device 70 changes the shape of each of the predetermined regions R1, R2, R3, R4, and R5 from a rectangular shape to a rectangular shape along the direction of the corresponding winker. For example, as shown in fig. 11, the winker switch 52 that turns on the winker on the right side of the vehicle 1 is turned on. At this time, the driving assistance device 70 is changed to a parallelogram in which the rectangle of the first predetermined region R1 is deformed to the right side of the vehicle 1 without changing the first width W1 and the first length L1.

When the road on which the vehicle 1 is located is curved based on the road information acquired in step S100, the driving assistance device 70 changes the shape of each of the predetermined regions R1, R2, R3, R4, and R5 from a rectangular shape to a shape along the curve.

When at least one of the above conditions is satisfied, the driving assistance device 70 changes the shape of each of the predetermined regions R1, R2, R3, R4, and R5 from the shape in the normal state as described above.

In this way, the driving assistance device 70 changes the size and the shape of each of the predetermined regions R1, R2, R3, R4, and R5.

Next, description will be made of the case where the vehicle 1 can be automatically started as appropriate by the processing performed by the driving assistance device 70.

When the preceding vehicle 2 in the stopped state starts to move, the driving assistance device 70 starts to move the vehicle 1 when the object is located outside the predetermined regions R1, R3, R4, and R5. As shown in fig. 4, 7, 8, and 9, the object is assumed to be located inside any one of the predetermined regions R1, R3, R4, and R5. At this time, when the preceding vehicle 2 starts, the driving assistance device 70 maintains the stopped state of the vehicle 1. Thus, even when the vehicle 1 starts automatically following the front vehicle 2, the collision between the vehicle 1 and the object can be avoided in accordance with the change in the surrounding environment. In addition, therefore, the vehicle 1 can be automatically started appropriately.

As shown in fig. 2, the driving assistance device 70 maintains the stopped state of the vehicle 1 when determining that the second moving object 92 located outside the second predetermined region R2 is approaching the second predetermined region R2. Thus, the collision of the vehicle 1 with the object can be avoided according to the change in the surrounding environment. In addition, therefore, the vehicle 1 can be automatically started appropriately.

(other embodiments)

The present disclosure is not limited to the above embodiments, and the above embodiments may be modified as appropriate. In the above embodiments, it goes without saying that elements constituting the embodiments are not necessarily essential, except for cases where they are specifically and clearly indicated to be essential and cases where they are clearly and theoretically regarded to be essential.

The determination unit and the method thereof described in the present disclosure may be implemented by a special purpose computer provided with a processor and a memory programmed to execute one or more functions embodied by a computer program. Alternatively, the determination unit and the method thereof described in the present disclosure may be realized by a dedicated computer provided with a processor formed of one or more dedicated hardware logic circuits. Alternatively, the determination unit and the method thereof described in the present disclosure may be implemented by one or more special purpose computers including a combination of a processor programmed to execute one or more functions, a memory, and a processor including one or more hardware logic circuits. The computer program may be stored in a non-transitory tangible recording medium that can be read by a computer as instructions to be executed by the computer.

(1) In the above embodiment, the own-position estimation sensor 30 uses the GNSS receiver 31. In contrast, the self-position estimation sensor 30 is not limited to the use of the GNSS receiver 31. For example, the map database 33 of the self-position estimation sensor 30 may be configured to use a three-dimensional map including a road shape and a point group of feature points of a structure as map data. For example, when the three-dimensional map is used, the self-position estimation sensor 30 may be configured to specify the position of the vehicle 1 using the detection result of the three-dimensional map and the periphery monitoring sensor 10 such as a LIDAR that detects a point group of the road shape and the feature point of the structure. Further, the map data may be acquired from the outside of the host vehicle by using an in-vehicle communication module mounted on the host vehicle. In addition, LIDAR is an abbreviation for Light Detection and Ranging/Laser Imaging Detection and Ranging.

(2) In the above embodiment, in step S110, the driving assistance device 70 determines whether or not the preceding vehicle 2 located in front of the vehicle 1 starts based on the change in the relative speed Vr of the preceding vehicle 2 with respect to the vehicle 1. In contrast, the determination is not limited to the change based on the relative speed Vr of the preceding vehicle 2 with respect to the vehicle 1. For example, the driving assistance device 70 may determine whether or not the preceding vehicle 2 starts based on a change in the relative acceleration of the preceding vehicle 2 with respect to the vehicle 1. The driving assistance device 70 may determine whether or not the preceding vehicle 2 starts based on a change in the relative position of the preceding vehicle 2 with respect to the vehicle 1. The driving assistance device 70 may determine whether or not the preceding vehicle 2 starts based on the camera image acquired from the image sensor 13 in step S100. The driving assistance device 70 may determine whether or not the preceding vehicle 2 starts based on the acceleration operation state of the preceding vehicle 2 acquired from the communicator 40. In this case, the communicator 40 acquires the acceleration operation state of the preceding vehicle 2 through inter-vehicle communication. The driving assistance device 70 may determine whether or not the preceding vehicle 2 starts based on two or more of the above conditions.

(3) In the above embodiment, in step S130, the driving assistance device 70 determines whether the first moving object 91 is located within the first predetermined area R1 based on the relative position of the first moving object 91. In contrast, the determination is not limited to the relative position based on the first moving object 91. For example, the driving assistance device 70 may determine whether or not the first moving object 91 is located within the first predetermined region R1 based on the camera image of the image sensor 13. The driving assistance device 70 may determine whether or not the first moving object 91 is located within the first predetermined region R1 based on two of the above-described conditions. The driving assistance device 70 may determine whether or not the first moving object 91 is located within the first predetermined region R1, and also whether or not a stationary object is located within the first predetermined region R1.

(4) In the above embodiment, in step S140, the driving assistance device 70 determines whether or not the second moving object 92 approaches the second predetermined region R2 based on the relative position and the relative speed of the second moving object 92. In contrast, the determination is not limited to the relative position and the relative speed based on the second moving object 92. For example, when the second moving object 92 is an automobile, the driving assistance device 70 may determine whether or not the second moving object 92 is approaching the second predetermined region R2 based on the lighting state of the turn signal of the automobile. Specifically, in this case, the driving assistance device 70 may determine that the second moving object 92 is close to the second predetermined region R2 when the second predetermined region R2 is located on the turn signal side of the vehicle. The driving assistance device 70 may determine that the second moving object 92 is not close to the second predetermined region R2 when the second predetermined region R2 is located on the opposite side of the turn signal lit in the automobile. In this case, the driving assistance device 70 acquires the lighting state of the turn signal of the automobile through the vehicle-to-vehicle communication performed by the communicator 40, the camera image of the image sensor 13, and the like.

(5) In the above embodiment, the stationary object 93 in step S150 is a stopped four-wheeled automobile. In contrast, the stationary object 93 at this time is not limited to a four-wheeled automobile that is stopped, and may be an obstacle or the like other than an automobile. The front vehicle 2 in step S150 is a two-wheel vehicle to be started. In contrast, the front vehicle 2 at this time is not limited to a two-wheel vehicle to be started, but may be a four-wheel vehicle to be started, as shown in fig. 12. In step S150, the driving assistance device 70 may determine whether or not the moving object is located in front of the front vehicle 2 in the third predetermined region R3.

(6) In the above embodiment, in step S160, the driving assistance device 70 determines whether or not the signal lamp 94 is located within the fourth predetermined region R4 based on the camera image of the image sensor 13. In contrast, the determination is not limited to the camera image of the image sensor 13. For example, the driving assistance device 70 may determine whether the traffic light 94 is located within the fourth predetermined region R4 based on the position information of the traffic light 94 acquired from the communicator 40. Specifically, the communicator 40 receives infrastructure information from an infrastructure device disposed on a road. In step S100, the driving assistance device 70 acquires the position information of the traffic light 94 included in the infrastructure information from the communicator 40. When the process proceeds to step S160, in step S160, the driving assistance device 70 determines whether or not the acquired position of the traffic light 94 is within the fourth predetermined region R4. When the position of the traffic light 94 is within the fourth predetermined region R4, the process proceeds to step S190. When the position of the traffic light 94 is not within the fourth predetermined region R4, the process proceeds to step S170.

As shown in fig. 13, the signal lamp 94 may have an arrow 96. For example, even if the lighting color of the signal lamp 94 is red, the arrow 96 may be lit. At this time, when the starting direction of the preceding vehicle 2 coincides with the direction indicated by the arrow 96 of the traffic light 94 in the fourth predetermined region R4, the process of the driving assistance device 70 may also proceed to step S170. When the starting direction of the preceding vehicle 2 is different from the direction indicated by the arrow 96 of the traffic light 94 in the fourth predetermined region R4, the process of the driving assistance device 70 may be shifted to step S190.

(7) In the above embodiment, in step S170, the driving assistance device 70 determines whether or not the crossing 95 is located within the fifth predetermined region R5 based on the camera image of the image sensor 13. In contrast, the determination is not limited to the camera image by the image sensor 13. For example, the driving assistance device 70 may determine whether or not the crossing 95 is located within the fifth predetermined region R5 based on the position information of the crossing 95 acquired from the communicator 40. Specifically, the communicator 40 receives the infrastructure information as described above. Then, in step S100, the driving assistance device 70 acquires the position information of the crossing 95 included in the infrastructure information from the communicator 40. When the process proceeds to step S170, the driving assistance device 70 proceeds to step S190 when the acquired position of the crossing 95 is within the fifth predetermined region R5 in step S170. If the position of the crossing 95 is not located within the fifth predetermined region R5, the process proceeds to step S180.

(8) In the above embodiment, the driving assistance device 70 acquires the relative speed Vr of the preceding vehicle 2 with respect to the vehicle 1 from the probe wave transmitting/receiving unit 14. In contrast, the driving assistance device 70 is not limited to acquiring the relative speed Vr of the preceding vehicle 2 with respect to the vehicle 1 from the probe wave transmitting/receiving unit 14. For example, the driving assistance device 70 may calculate the relative speed Vr of the preceding vehicle 2 with respect to the vehicle 1 based on the speed of the vehicle 1 from the vehicle speed sensor 21 and other vehicle information from the communicator 40. Specifically, in step S100, the driving assistance device 70 acquires the speed of the vehicle 1 from the vehicle speed sensor 21. In addition, in step S100, the driving assistance device 70 acquires the speed of the preceding vehicle 2 acquired by the communicator 40 through inter-vehicle communication from the communicator 40. The driving assistance device 70 calculates the relative speed Vr of the preceding vehicle 2 with respect to the vehicle 1 based on the speed of the vehicle 1 and the speed of the preceding vehicle 2.

(9) In the above embodiment, the vehicle 1 has an internal combustion engine. In contrast, the vehicle 1 is not limited to the one having an internal combustion engine. For example, the vehicle 1 may be an electric vehicle such as an electric vehicle and a hybrid vehicle, or a fuel cell vehicle.

Claims

1. A driving assistance device is provided with:

a determination unit (S130, S150) that determines whether or not an object is located inside a predetermined region (R1, R3) that is a predetermined range in front of a vehicle (1) in a stopped state when a preceding vehicle (2) in front of the vehicle starts moving; and

and a driving assistance unit (S180, S190) that maintains the stopped state of the vehicle when an object (91, 93) is located inside the predetermined area when the preceding vehicle starts.

2. The driving assistance apparatus according to claim 1,

when an object (92) is located outside the predetermined region (R2), the determination unit (S140) determines whether or not the object (92) outside the predetermined region is close to the predetermined region,

when an object (92) is located outside the predetermined area, the driving assistance unit maintains the stopped state of the vehicle when the object (92) outside the predetermined area approaches the predetermined area.

3. The driving assistance apparatus according to claim 1 or 2,

the solar control device is further provided with an area changing unit (S120) which changes the size of the predetermined area on the basis of the state of the driver of the vehicle, the amount of solar radiation (Ms) outside the vehicle, and either the on or off of a wiper switch (51) of the vehicle.

4. The driving assistance apparatus according to claim 3,

the region changing unit changes the shape of the predetermined region based on any one of the on/off of a turn signal switch (52) of the vehicle and a steering angle (θ c) of the vehicle.

5. The driving assistance apparatus according to any one of claims 1 to 4,

the object located inside the predetermined region (R4) is a traffic light (94),

the driving support unit (S160) starts the vehicle when the lighting color of the traffic light is green, and maintains the stopped state of the vehicle when the lighting color of the traffic light is any one of red and yellow.

6. The driving assistance apparatus according to claim 5,

the size of the predetermined region (R4) used by the determination unit for determining the traffic light is larger than the size of the predetermined region (R1, R2) used by the determination unit for determining the moving objects (91, 92).

7. The driving assistance apparatus according to claim 5 or 6,

the object located inside the predetermined region (R5) is a crossing (95),

when the crossing is located inside the predetermined area when the preceding vehicle starts, the driving assistance unit (S170) maintains the stopped state of the vehicle.

8. The driving assistance apparatus according to claim 7,

the size of the predetermined area (R4) used by the determination unit to determine the traffic light is larger than the size of the predetermined area (R5) used by the determination unit to determine the crossing.

9. A driving assistance program causes a driving assistance device to function as: